UK Coach Industry

Alex Mayer Excerpts

Tuesday 13th October 2026 Westminster Hall

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab) [R]]

I beg to move,

That this House has considered the future of the UK coach industry.

It is a pleasure to serve under your chairship, Mr Turner. A couple of years ago, I was invited to speak at the conference of the Coach Operators Association. Being a reasonably diligent MP, I checked how many mentions of “coach” there had been in that parliamentary Session. There were rather more than I expected. Delving deeper, I found many references to cricket coaches, football coaches, basketball coaches and various issues that hon. Members wished to drive a horse and coach through.

Parliament has been talking about coaches for almost as long as they have existed. In the 1790s, Parliament debated people who leapt on to stagecoaches and, just as they reached the tollgate, jumped off and got on again at the other side, in what seems the short ticketing of the past. In 1839, there was a mention of Dunstable and coaches. A coach proprietor, Mr Johnstone of Dunstable, was worried about taxation on stagecoaches and competition from newfangled railways. I have to report that, unfortunately, the Chancellor was not sympathetic to the plight of stagecoaches. I hope the Minister today will be more so to the modern coach industry.

Coaches have been described to me by many in the industry as a social glue. They are certainly not niche; we see them all around us. They offer flexible, affordable and sustainable transport for millions of people. They take 600,000 children to school every day. One million people take coach trips and tours in the UK each year.

[Daniel Zeichner (Cambridge) (Lab)]

Given the importance of the coach industry, I wonder whether my hon. Friend agrees that parking arrangements for coaches have never been given proper consideration. In a city like Cambridge, a tourist hotspot, it is a long-running problem.

[Alex Mayer]

My hon. Friend makes a fantastic point. Cambridge, along the Backs, is often full of coaches. It is important to get across to residents that one big coach stops a lot of small cars. Although we need more coach parking spaces, it is important to think about the environmental benefits that a coach brings.

Coaches also take people to concerts and football matches—Wembley is home to Europe’s largest coach park—and they provide rail replacement services. Importantly, they bring passengers to the door. A railway station might be a little away, but a coach will take passengers to the door of Alton Towers or a National Trust property.

--- Later in debate ---

[Karl Turner (in the Chair)]

Order. Interventions need to be short.

[Alex Mayer]

Coaches can be booked to get people anywhere they want to go. They are also important for growth, a defining mission for Governments of all stripes. The coach industry brings £17 billion to the UK economy. When I pitched this debate to the Backbench Business Committee, I compared coaches to the fishing industry, which brings about £1 billion, saying that coaches should feature in as many debates as fish in this place.

Coaches are easy to deploy. There is no need to spend years building railway tracks, for example. Despite all that, coaches remain under-appreciated. Why is that? Surveys show that about a third of respondents think coaches are uncomfortable, outdated and infrequent. That is an outdated view; today’s coaches are comfortable and modern, and often take passengers precisely where they want to go. I think one of the reasons for that view is that they are family businesses and do not necessarily employ public relations folk to talk to us here and get the messages across that they need to. I also think it is down to us. MPs and journalists do not often use coaches in the way that we use trains. There is a good statistic that says that 97% of people have never heard a politician talk about coaches. I hope they are all tuning in today so that we can right that wrong.

[Josh Babarinde (Eastbourne) (LD)]

I am going to talk about coaches. The hon. Lady mentions local businesses, which include Eastbourne Coaches and Lynns Travel Eastbourne. Does she agree that there is a role for those businesses, and also for big business such as National Express to bring their coaches to Eastbourne, especially in the light of the terrible railways we are experiencing in our patch?

[Alex Mayer]

Coaches have the potential to bring people to all kinds of tourist destinations and to fantastic seaside areas. We should appreciate them for that.

Within the Department for Transport, there are specific teams for bus and for rail, but not a specific coach team. Might the Minister be willing to comment on that? On that theme, one issue facing the coach sector is that it gets lumped together with other sectors, most noticeably bus, but also HGV.

Having waxed lyrical about coaches, I come to my next question: what is a coach? That might seem a bit odd at this stage, because I think we all instinctively and intuitively know what a coach is: the passengers climb up into it, there is a space for luggage underneath, they sit—there are probably seatbelts—and the coach takes them a reasonable distance. However, in law it is a bit more of a muddle. When granting an operator’s licence for a coach, the Driver and Vehicle Standards Agency mixes coaches and buses together, so coaches cannot be specifically counted. When it comes to accessibility rules, the Department for Transport says a coach is something that passengers sit down in and there are no standing passengers. A coach can even become a bus as it is driving along—it can start being regulated as a coach, but if it picks up and drops off passengers with a 15-mile gap between them, it becomes a bus for that bit of the route, before magically turning into a coach again. When I have asked parliamentary questions on this subject, Ministers cannot reliably tell me how many coaches there are. I do not think it should be down to enthusiasts to be counting them.

As well as not being able to count coaches, we cannot count coach drivers. It is the same issue: the standard occupational classification data used by the Office for National Statistics puts bus and coach drivers together. When I was looking at that dataset, I did the same thing as I did with Hansard and did a keyword search to find out where coach drivers appeared. They were indeed in with bus drivers. Then I looked again at sports coaches, which have their own subcategories of cricket coaches, football coaches, and the like. Why can we not do the same for coach drivers? If we had better data, we would ultimately be making better policy.

While we are on the subject of drivers, we need more of them. There are 5,000 to 10,000 vacancies in the sector at the moment and about a quarter of coach drivers are over the age of 60, so it is a challenge that is likely to get worse. What we need is a plan to get young drivers straight from school into the driver’s seat. Back in 2024, there was a consultation on one of the issues for young drivers. The mileage that young drivers do is limited by law at the moment. For example, if a young driver started off from 10 Downing Street and drove north to No. 10 North, they would only get as far as about Milton Keynes before they had to stop. The Minister has said before that he is looking at the results of that consultation and assessing proposals. Might he be able to give us a timeline for when we might hear more about that? While the Minister is at it, could he also talk to his colleagues in the Department for Education? Yesterday, I received a letter from a Minister about skills bootcamps, but although HGV drivers can use the good funding available in skills bootcamps, coach drivers cannot.

Lumping things together also happens on the path to net zero. Coaches are lumped in with HGVs, rather than buses, although the requirements can be quite different. If an HGV driver stops at a motorway service station, they park, plug in, and away they go, but a coach driver has 50-odd passengers to deal with, all of whom need to be got safely off the coach and into the motorway service station to buy some overpriced sandwiches, so the requirements are very different. A zero emission HGV and coach infrastructure strategy is due soon. Can the Minister assure me that adequate attention will be given to the specific challenges for coaches?

In a recent pilot programme to install charging infrastructure, which was shared between trucks, HGVs and coaches, it turned out that less than 3% of the funding went to the coach sector. Coaches have also been excluded from the van and truck zero emission grants because they are not vans or trucks, and from ZEBRA—the zero emission bus regional areas scheme—because they are not buses.

In dealing with issues around net zero, we need more support for the industry, which is hard to decarbonise, because coaches by their nature go to lots of places and do not necessarily have predictable routes. At the moment, 75% of operators say that they do not plan to buy net zero vehicles. Will the Minister commit to a long-term road map so that the coach industry knows where it is going? Has the low-carbon fuel strategy, which was consulted on back in 2022—some in the industry are still awaiting the outcomes—been lost in the mists of time? Should we be waiting for something else, or will we get some results from it?

Fuel costs are one of the issues that many in the industry are talking about. Because of Trump’s ill-thought-out war in Iran, diesel prices have absolutely rocketed—they are up 46% since February—and that is having a real impact on operators up and down the country. I am sure we will hear some examples of that after I have finished speaking. I know the Minister cannot comment on what is likely to be in the Budget, but would he be willing to talk to some of his Treasury colleagues ahead of the announcement to make the case for the coach industry?

[Ben Lake (Ceredigion Preseli) (PC)]

I congratulate the hon. Lady on her fantastic speech and on emphasising the importance of coach operators across the country. Does she agree that, in making the case to the Treasury, the Minister should point out that in many rural areas local coach operators serve as the backbone of the school transport system? Quite frankly, the school transport system would collapse without them.

[Alex Mayer]

Absolutely. The hon. Gentleman makes the point well. Coach operators normally sell tickets in advance, whether for tours around the country—the brochures are printed perhaps a year in advance, they go through letterboxes, and half the places are filled up by Christmas—or for school transport, for which they bid for a contract from the local authority at a time when they thought the fuel price would be different. Coach UK warns that, without help, some schoolchildren could be left stranded, so I hope the Minister will look into that.

This debate is about the future of the coach industry, which I think is bright. We have a brand-new trade body, Coach UK. Coaches were mentioned in the Government’s “Better Connected” strategy, which many people in the industry were enthused and excited about. Pursuing a closer relationship with our European partners and neighbours might sort out some of the issues that coach drivers face at the border during international travel.

[Sir John Hayes (South Holland and The Deepings) (Con)]

I apologise for missing the beginning of the hon. Lady’s speech. She is making a bold case and a welcome one, and I congratulate her on bringing this matter to the House. She mentioned the issue of recruitment; she will know that two of the barriers to recruitment relate to the restrictions on young people driving. First, Gary and Michele Salter from Long Sutton in my constituency, who run GDS Travel, tell me that young drivers cannot start their off-road and theory training until they have a provisional licence. That seems to be a nonsense. Secondly, young drivers are restricted as to where and how far they can drive. Changing those two things would attract more young people into the industry and deal with some of the issues the hon. Lady has raised.

[Alex Mayer]

The right hon. Gentleman makes a good point, and I am keen to hear from the Minister when we might hear back from the Government about the consultation that was undertaken.

To make sure the coach industry succeeds as much as possible, we need to make sure that the industry is visible and that the Government really focus on it. That could involve big things like a net zero strategy, and also little things to make coach operators’ lives a bit easier. I cannot understand why, a quarter of the way into the 21st century, coaches still have to display a paper disc on their windscreen showing their operator’s licence when we got rid of all that kind of thing for cars years ago. We might be able to sort out those kind of little bureaucratic things.

I have been bothering the noble Lord Hendy about the new Great British Railways app. Trainline—other apps are available—allows users to toggle between train and coach. The new GBR app ought to be able to do the same thing if we believe in an integrated transport system and in giving people choice. Choosing to travel by coach is often much more affordable.

Coaches are unique and vital. We should celebrate them for what they are, not for what they share with other forms of transport. I am convinced that they will continue to adapt as we move into the future. On that note, I wish everybody a happy National Coach Week.

[Several hon. Members rose—]

--- Later in debate ---

[Alex Mayer]

A wide range of issues have been raised today: accessibility, driver recruitment, planning, international travel and, perhaps most of all, fuel. What struck me about today’s debate was the wide range of local coach companies that were mentioned and how this is really all around the country, in England, Scotland, Wales and Northern Ireland. We have had a magical mystery tour all around the UK, and I think the coach sector should perhaps adopt the slogan, “Everything you need, satisfaction guaranteed”.

Question put and agreed to.

Resolved,

That this House has considered the future of the UK coach industry.

Bus Stops

Alex Mayer Excerpts

Wednesday 9th September 2026 Westminster Hall

[Sir Alec Shelbrooke (in the Chair)]

I will call Alex Mayer to move the motion and then the Minister to respond. I remind other Members that they may make a speech only with the prior permission of the Member in charge of the debate and the Minister. As is the convention for for 30-minute debates, there will not be an opportunity for the Member in charge to wind up.

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

I beg to move,

That this House has considered standards for bus stops.

It is a pleasure to serve under your chairship, Sir Alec. This is my first time leading a Westminster Hall debate, and there was a degree of excitement in my office last week when the email arrived, alongside another email about a coach debate that I will lead in November. You wait ages for a Westminster Hall debate to turn up and then two come along at once.

Many people in the House know that I bang on about buses, because I think they are brilliant. There are 3.7 billion bus journeys made a year. As is often said, they are the most used form of public transport. I assume that means that bus stops are the most used places for people to hang around waiting for public transport. That is why I believe we should lavish some attention on them, not least because they are all around us. About 86% of people live within a 10-minute walk of a bus stop. The Bus Services Act 2025 gives the Secretary of State brand new powers to look at the location, design and construction of stopping places—bus stops.

[Daniel Zeichner (Cambridge) (Lab)]

My hon. Friend is absolutely right about the location of bus stops. I am so frustrated when I have taken the train to Cambridge, arrive at the station, see the bus, but have to walk 200 yards around the platform, come out of the station and walk 200 yards back to the bus stop, to find the bus has gone. Why are bus stops such a low priority?

[Alex Mayer]

My hon. Friend has a very snazzy station these days. Cambridge station has much improved over the period he has been the Member of Parliament. Having integrated transport matters. The Government’s strategy, Better Connected, talks to the fact that people use more than one form of public transport, so getting from the train to the bus matters greatly, which I will slightly address later.

The Bus Services Act and accompanying guidance tend to focus on accessibility, which is very important.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Lady for securing the debate. It might be her first Westminster Hall debate but it will certainly not be her last—there is another on 2 November and more to come. I congratulate her on addressing the importance of improving the accessibility of bus stops. We need to ensure that older people continue to feel confident in using public transport, with adequate resources to encourage usage, because loneliness is increasingly recognised as a public health issue for older people. Does the hon. Lady agree that more must be done to ensure that older people remain independent and continue to access public transport, with the provision of suitable seating and without the barrier of having to stand for prolonged periods?

[Alex Mayer]

The hon. Gentleman makes a good point. I want to encourage as many people as possible to use our bus stops and buses. Seating is important because waiting in comfort makes it more likely that people will choose to use a bus. I am concerned about accessibility, but I also want to ask another question. I want to move beyond, “Can I use the bus stop?” to “Would I like to or choose to use the bus stop?”

I said in my maiden speech that bus stops were the window to the soul of buses—[Laughter.] I know: I am strange like that. But at least I keep to a theme. Each bus stop should give a promise of the journey ahead. I believe, therefore, that we should have national standards for bus stops. Whenever I suggest anything like national standards, Ministers tell me that local people are best placed to decide. I absolutely agree that Ministers should not be deciding whether one’s bus stop is here on the road or 25 yards further along, but national standards do reduce duplication. That is one of the issues that many local councils and transport authorities talk to me about.

Portsmouth is often mentioned as an example of a place with very good bus stops. They have 579 bus stops, and they decided to do a 72-point audit of them. They checked them all and decided that they were going to improve them in four different ways. Interestingly, their transport lead says that they would have welcomed national standards, because they spent a quarter of their time and budget on developing their own local standards. They would much rather have ploughed that into actually making bus stops better. So even they believe that we should have national standards.

I am not saying that one size fits all. It is obvious that a different kind of bus stop will be needed for a small rural area as opposed to a large hospital. Again, people have already done some of this work. Portsmouth has come up with six different varieties of bus stop. The Campaign for Better Transport has four. Norfolk county council has split its bus stops into bronze, silver, gold and platinum. A lot of that work has been done and could be implemented into some national standards.

What do I think should be in those standards? The very first thing is: “Can I find the bus?” That is the first question passengers ask. The modern bus stop really came into being in London in the 1820s. The first buses were in Manchester, but the first bus stops that we would understand were in London with a pole and a flag. Yet over a century later, it is sometimes still quite difficult to find the bus stop, as my hon. Friend the Member for Cambridge (Daniel Zeichner) said.

[Daniel Zeichner]

I recall, as a shadow Minister, visiting a major institution in the country and sending the management into panic when I asked them where the bus stop was to get back to the station. They had to go and ask the cleaner, and the cleaner told me, “You won’t find it because it’s not marked.” I said, “How does anyone know where the bus comes?” The cleaner said, “The people who use the bus know.” Is that not, I am afraid, an indication of the low priority given in some places to the bus as a mode of transport?

--- Later in debate ---

[Alex Mayer]

That is an anecdote that my hon. Friend tells often, and I absolutely agree with him. At completely the other end of the spectrum, I got the train to Stockport recently to make an onward journey to Manchester, for reasons I am sure most Members can understand. When I got to the train station at Stockport, I decided that I would get the bus to a campaign centre in Manchester. I went on a particularly circuitous route to get there, despite the fact that the bus station was actually rather near. That is because the signpost that I could have spotted said it was for Stockport Interchange, Viaduct Park. There was no mention of the word bus and no picture of a bus. As a visitor, I did not have the faintest idea that it meant bus, so I went on a long walk to find the buses. We need to make it simple for people, whether in a rural area or in a larger city.

Sometimes we make public transport too complicated. I am also reminded of a time when a transport officer was trying to explain this snazzy new concept of a transport hub to me. He went round and round in circles until eventually I said, “So it is a bus stop with a bicycle pump.” He reluctantly agreed, but he really did not want to call it a bus stop. We need to talk in a language that passengers understand, so national standards should absolutely start with the basics: a recognisable stop, name and clear signage.

We have found the bus stop, so what next? My second question is: “Does it smell?” It is really slightly broader than that: “Is it clean? Is it well lit?” As the hon. Member for Strangford (Jim Shannon) mentioned, is there somewhere I can sit? The Campaign for Better Transport ran a survey called “Bus Stop Stories”, and a man called Paul was quoted as saying:

“The bus stop I use has a shelter, which is positive. However, the so-called seat is far too narrow for someone to actually sit down.”

If the bus stop is just a pole, how does it look—dilapidated or delightful? At the bigger bus stops, are there other things passengers can do? Can I charge my phone or get wi-fi? Some bus stops allow people to call for help; is there CCTV to make people feel safer?

I really welcome the requirement for all local transport authorities to use Transport Focus’s “Your Bus Journey” survey. That is absolutely a push in the right direction, and it will encourage some of the more recalcitrant authorities—perhaps authorities such as Central Bedfordshire council—to collect information on what local passengers actually think. The survey found that, overall, 81% of people were satisfied with their bus stop, but I think there might be a difference between actual passengers who use buses and would-be passengers.

I am really bothered about the would-be passengers, because we will have a growing and thriving network only if we get those people on board. The Campaign for Better Transport says that 23% of people are put off using the bus because of poorly maintained shelters, and that 47% of people say that a clean and comfortable shelter would make them use the bus more often.

My third question is: “Do I know when the bus is coming?” We could have an entire debate on things like real-time information, ghost buses and the like. A timetable really helps people to know whether the bus is coming, but currently only a third of bus stops have up-to-date timetable information, and only around 16% of stops have real-time information—the proportion is growing, which is good.

The research in this area is really rather fascinating. If someone standing at a bus stop with real-time information has been there for 10 minutes, then the bus arrives, and they are surveyed afterwards, they say they have been waiting for 11 minutes. If exactly the same thing happens—someone waits for 10 minutes—but there is no real-time information at the stop, and the passenger is asked how long they have been waiting, they will say they have been waiting for 21 minutes. Obviously, I want all passengers to think they have been there for about 25 seconds, and that it all passes in the blink of an eye because it is so fun waiting at the bus stop. But the key point is that nothing has changed in terms of the clock, only the passenger experience.

There have been positive developments on real-time information. The major bus operators are definitely sending out their pings as to where the bus is far more often than they used to. Non-passenger stops—rest stops or stops when drivers change over—have also been added to the bus open data service, or BODS, which is the national database. That makes it much easier for passengers to know when buses are actually coming.

Challenges remain, though. In some ways we are slightly going backwards: some of the older buses in rural and coastal areas were using 3G, but they are now using 2G because 3G is being turned off. There will always be on-the-day challenges around roadworks and congestion, with bus operators making decisions to try to get their buses back on the timetable; that information also needs to be fed through. Will the Minister please update us on what is happening with the proposed disruption tool that the Department has been working on for some time?

We have many examples of bus operators manually updating their records on the day because a bus is delayed, and then physically ringing up the local transport authority to tell them the same information, so that the authority can manually input it into their systems and it appears at the bus stop for passengers. Is any work going on, perhaps at the Bus Centre of Excellence, to overcome some of those issues, perhaps using AI? All those are issues we would like to see covered in a national standard.

Throughout the country, some places are doing bus stops really well, including the award-winning bus stop outside Asda in Dunstable, which has a green roof, is really wide and spacious, and has seats. There is also a fantastic bus stop in Norwich—I have read about it but not yet visited—that apparently has a swing in it, and which also won a prize. I look forward to visiting.

Given that the latest enhanced partnership manual has in effect recognised that best practice exists throughout the country—for example, on multi-operator ticketing—but that it does not necessarily happen without a bit of a carrot-and-stick approach, would the Minister consider including further national standards on bus stops in a future update of the manual?

Finally, there is the parallel issue of who owns the bus stop. Currently, it is a complete and utter mess—read council websites and weep. This is from West Sussex county council:

“The different elements that go to make up a bus stop are managed by one of 3 different organisations. Please ensure that you contact the correct one if you have a query or wish to report an issue”.

This is from Cambridgeshire county council:

“It should be noted that whilst bus shelters are located on the highway, they do not form part of the highway asset provided and managed by the County Council as the Highway Authority.”

Mayoral devolution could make this even worse.

Many unitary authorities are concerned about splitting up transport and highways powers. A strategic authority officer I spoke to yesterday told me that “Devolution by default” should include giving highways powers to the regional authority, not least to make sure that the revenue that some of the bus stops generate is not then diverted to something like adult social services. We brought track and train together; it is not beyond the wit of man to bring bus stop and bus together, too. The local transport authority clearly ought to have that responsibility.

We also need to make sure there are resources on an ongoing basis. I very much welcome the multi-year funding settlements, but it is not always linear. For example, snazzy new real-time information screens were introduced in Lancaster and then turned off because money was not available for their ongoing upkeep. They are back on again now, but this remains an issue. Some in the industry are concerned that, because we have so much investment right now, in five years’ time—when the contracts end, when the screens need renewing or the batteries start failing—not everything will be in place to allow us to fix any issues.

Fundamentally, we need national standards for our bus stops, because a really nice bus stop brings in more passengers and grows the network. They also give pride in place. They look different and they look good. I therefore urge the Minister to consider national standards for bus stops so that everyone can have a great British bus stop.

[Sir Alec Shelbrooke (in the Chair)]

The hon. Member for Shrewsbury has been given permission to speak by the hon. Member for Dunstable and Leighton Buzzard and the Minister, but I will be calling the Minister to speak at 20 minutes past 11.

East Midland Railway Collision

Alex Mayer Excerpts

Monday 22nd June 2026 Commons Chamber

[Heidi Alexander]

I will ask the Rail Minister to respond in writing to the hon. Gentleman’s suggestion about diverting stopping services from the east coast main line. We are working closely with all train operators to ensure that adequate service is provided. While no services are operating between Luton and Bedford, there are currently rail replacement buses. GTR is still operating between London and Luton and also north of Bedford, and EMR is still operating a limited service into Bedford. However, I will respond in writing on the hon. Gentleman’s specific point.

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

This was a hugely tragic incident, and my thoughts are with all those affected. The Secretary of State was right to say that we should wait for the investigation and not jump to any conclusions. Will she join me in thanking the local residents who heeded the calls not to visit A&E at Bedford and Luton and Dunstable hospitals unless there was a real emergency, and in praising the independent coach operators—the ones of which I am aware are Johnsons, Tates, Britannia and Angie’s Tours—which, as ever, have jumped in and quietly put all hands to the pump?

[Heidi Alexander]

I do, of course, join my hon. Friend in thanking those independent coach operators. She is also right not only to draw attention to the incredible work of NHS staff at the three hospitals where people were sent, but to recognise the patience and forbearance of the local community in ensuring that the hospital staff can focus on those who have been most seriously injured. Through her, I thank her community for their co-operation in that regard over the weekend.

Railways Bill

Alex Mayer Excerpts

Report stage & 3rd reading
Wednesday 10th June 2026 Commons Chamber

[Wendy Morton]

My right hon. Friend makes a really important point. I have found of late that, far from being a lot cheaper, as is often lauded, some of the ticket prices to Birmingham are absolutely eye-watering. I call on the Government to take a serious look at that. Rather than just saying, “Fares are all cheaper”, the Government must look right across the board, because some of them are far from affordable. That is also why I support the amendment from my hon. Friend the Member for Broadland and Fakenham (Jerome Mayhew) about a railcard for our veterans, which must be delivered.

As my right hon. Friend the Member for Staffordshire Moorlands (Dame Karen Bradley) demonstrated, Members of Parliament are often the first port of call for constituents when problems arise with rail services or ticketing, or when communities are campaigning for investment. Whether it is constituents, businesses, community groups or local campaigners, they rightly expect their MP to be their voice and champion.

Local knowledge matters. Surely those who are elected to represent our communities should have a role in the decisions that affect them. I know from my own constituency just how important that can be. As the Minister knows, I have long campaigned for the restoration of a railway station in Aldridge—I see he is smiling. I make no apology for championing that case, and I will not be giving up any time soon. Members will have heard me raise this time and again for very good reason, because for too long communities like mine have been left behind by the railways. We hear talk of new passenger services such as Wrexham, Shropshire & Midlands Railway running through our village without stopping—that would be a huge missed opportunity. If we are serious about unlocking the economic growth that the Black Country so desperately needs, connectivity is key.

Throughout the debate, I have been interested by the contributions about the importance of putting passengers at the heart of our railway system. Of course, I agree with that, but surely it cannot be right that decisions with significant local impacts could be taken without speaking to the very Members elected to represent those communities. If we are to have Great British Railways, we should also have great British accountability. This is not an argument against the Government’s chosen direction, but greater centralisation must be accompanied by greater accountability. That seems a reasonable proposition, and one that I genuinely think Members right across the House would be able to support.

On accountability, amendment 46 would ensure that directions issued to Great British Railways are shared with the Transport Committee. That, again, is entirely sensible, because just as local communities deserve to have a voice through their Members of Parliament, Parliament itself should be able to exercise proper scrutiny. Transparency and accountability go hand in hand, and if Ministers are to have significant powers over Great British Railways, surely it is right that the House and its Select Committees can see how those powers are being exercised.

Ultimately, both my amendment and new clause are about striking the right balance between central direction and democratic accountability. Local communities deserve to have their voices heard, and Parliament should be able to exercise proper scrutiny. While I shall not press them to a vote, I really hope that the Minister will reflect on that, give the proposals serious consideration and respond to them when he wraps up the debate.

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

I warmly welcome the Bill. It is fantastic that the vast majority of residents—passengers—in the east of England are travelling on trains in public ownership. This is the next piece of the jigsaw.

I note that the amendment paper appears to be longer than the Bill, so as somebody who has contributed to that, I will turn to some of my amendments. New clause 20 is a simple amendment on promoting integration between trains and everything else—buses, coaches, trams, walking and cycling. I agree that there is nothing in the Bill that prevents that, but I feel there should be something to actively encourage it.

We will all have been at a station when the mainline train has been delayed and, helpfully, the connecting train has been held back for a little time. However, and interestingly, I recently asked somebody at the Transport Committee who ran a bus company whether he had ever come across a situation where the train had been held because his bus had been delayed, and the answer was absolutely not—and vice versa. In fact, there are lots of incentives to stop that happening within the transport system as a whole—after all, a bus company can get fined for having delayed buses. That is why we need something in the Bill that promotes active integration.

Amendments 39 to 42 are about devolution and consultation. Under the Bill as drafted, the Secretary of State and GBR will consult with Scottish and Welsh Ministers. By contrast, elsewhere they will consult with mayoral strategic authorities. The difference is that in one place they are consulting with a person, and in the other they are consulting with an organisation. I strongly believe that consultation should take place with the mayor as the person with that democratic mandate to enable us to have stronger, quicker decision making and ensure that what is happening is clear.

I turn to new clause 2, tabled by the hon. Member for Didcot and Wantage (Olly Glover), on the customer loyalty programme. I cannot say that I agree with the Secretary of State having to lay a report on that within a year—she probably has better things to do. However, the concept of a customer loyalty programme is something I have long called for, and I have had constructive discussions with the Minister on that. Encouraging passengers and would-be passengers to build a loyalty to our railways matters greatly. As has been said, that happens with air miles and with Tesco Clubcard. We could get all kinds of different benefits for passengers, and GBR could use such a programme to try to flex demand.

Transport Accessibility for Disabled People

Alex Mayer Excerpts

Thursday 26th March 2026 Commons Chamber

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

I am always pleased to speak in debates about transport. I want to paint a picture for the Minister of Leighton Buzzard station—he is, of course, welcome to visit too. There are two lifts, which is fantastic, and I do not knock those lifts at all, because I know that many people want them. At the moment, a person can walk in from the ticket entrance side, get into one of the lifts, go up, go across and go down again, but then they hit a slight problem. They then have to walk all the way along the platform, passed the locked gate, whereupon there are a few steps to go up and a few steps to go down to get out of the station on to the other side, where many people want to go—it is a place called Linslade. As I said, there is a locked gate on that route. Were that gate to be opened, they would have entirely step-free access to get to the outside world.

I know that it is not that simple, because I have had a lot of conversations with people about it—there is some greenery in the way, some cables and there are issues with public rights of way—but it really does not seem impossible. My last discussions were with Network Rail and it said that it was talking to London Northwestern. Given that they are both now in public hands, it does not seem that there are many people to pass the buck between. Will the Minister suggest how we can make best progress on that local issue?

Moving on, I will talk briefly about a couple of points in the Transport Committee’s “Access denied” report. The first is the recommendation in paragraph 105 on a unified complaints system. I am in favour of unification and standardisation, and I think that Great British Railways offers a real chance to do that in many ways, not least on lost property, which I spoke about on Second Reading of the Railways Bill. I also think that as we establish more and more regional transport brands—the example of the Weaver brand has been discussed—that will be what customers think of as the portal gateway to many different types of transport. Indeed, that may well be the place where people ought to be pointed towards if they want to make a complaint—or, actually, if they are going to give somebody a compliment, because it is not always bad news.

I also highlight paragraph 25 of the report, which focuses on neurodiversity. It mentions various issues, including ambiguous signage, which nobody wants. I personally find the Thameslink boards at Blackfriars to be particularly confusing, and I never know which side the train is coming in on. Great British Railways offers us perhaps a once-in-a-generation opportunity to create familiarity and consistency right across the network. There are reports from Tokyo that on its metro, the Ginza line, colour-zoned boarding areas have been introduced and that has been cited as an example of neurodiverse-friendly design. It is also a design that has improved passenger circulation overall and meant far fewer last-minute dashes by everybody to the platform. Because this is, as the hon. Member for North Norfolk (Steff Aquarone) mentioned, the good thing about accessible design: improved signage can help tourists or commuters rushing to make a connection and banishing steps also helps anybody with a suitcase or a pram.

For society to thrive, we need to make use of the talents of everybody. If we do this right, we do not just remove barriers; we raise the standard of travel for everyone.

Railways Bill

Alex Mayer Excerpts

2nd reading
Tuesday 9th December 2025 Commons Chamber

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

This summer, when I was travelling by train to a bus conference, I managed to lose my bag. I did what everyone in that circumstance would do and panicked slightly, because my purse and my keys were in it, along with my House of Commons pass. I thought, “Who on earth do I contact?”, because I was not entirely sure where I had left it. Had I left it on the train? Had I perhaps left it at the station when I was changing trains—and, indeed, which train might I have left it on?

All the station staff were very helpful. They all pointed me to different online forms, and I have to say that my faith in humanity was absolutely restored about two weeks later, when everything was found, all of it still in the bag. I received an email saying “Come and collect it.” I paid my ten quid and got it back. Then, about three weeks later, I received another email, this time from Transport for London—which I had also contacted—telling me that unfortunately my bag had not been found, and they had finished the search for it. That, I think, is just one illustration of the fact that we have a completely un-joined-up railway. I was struck by the five mentions of competition in the Bill and the absence of any mention of standardisation, which is what I think our passengers are really after.

I have a couple of other points on which the Minister might be able to provide a bit of commentary. As mentioned by the Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), clause 18 lacks a target for passenger growth. Although that might be missing, I very much welcome the inclusion of the phrase “potential users”, which feels very much like the idea of “prospective” passengers that I tried to get into the Bus Services (No. 2) Bill but did not.

I really welcome the five-year stability for infrastructure funding, but could we extend that to operations? I would be grateful for the Minister’s views on whether schedule 2 will allow Ministers to cut funding mid-period too easily. On devolution, I hope we will soon get guidance on how mayoral combined strategic authorities will be able to get the necessary powers. How will they get a devolved railway? There are many references in the Bill to mayoral strategic authorities, but perhaps the wording should sometimes be “mayor”, because it is important that we actually consult the democratically elected person. Finally, on data being open by default, will the Minister assure us that all ticket sellers will get exactly the same data that GBR gets? All in all, this is a fantastic Bill, so we are all on track—full steam ahead.

Connected and Automated Vehicles

Alex Mayer Excerpts

Tuesday 28th October 2025 Westminster Hall

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

It is a pleasure to serve under your chairship, Ms Vaz. I commend my hon. Friend the Member for West Bromwich (Sarah Coombes) for securing this important debate.

I have no doubt that one day autonomous vehicles will be the norm on our buses, and I am perfectly okay with that, because I am fairly sure that any robot would be better at driving a bus than I would be. I am keen to hear from the Minister whether he has a timescale for the publication of the automated passenger services permitting scheme consultation.

Technology has moved at pace over the last two decades; LiDAR—light detection and ranging—tech, radar and cameras all working together so that autonomous buses can handle junctions and roundabouts, and keep pace with the general traffic. I thank Ian Pulford, who has recently been telling me about the self-driving shuttles in Milton Keynes that have transported thousands of passengers without incident. I also thank a pair of Dans—Dan and Dan—who talked me through the Connector project. When I travelled on that, I found that it worked rather well, albeit that it had perhaps been programmed to be a little too cautious; it felt a bit like the 21st-century equivalent of having a man with a red flag walking along in front of the bus. Particularly when we sat waiting to turn left into oncoming traffic, I felt that basically we needed braver autonomous buses.

I think that passengers will be just fine with AV buses. After all, people travel happily on the driverless docklands light railway or airport shuttles without a second thought. Indeed, research from the University of the West of England has found that in the main passengers’ desire for a safety driver is not so much about the technology within the vehicle, but more about other aspects of safety, for instance personal security.

However, there is still some way to go. The Oxfordshire Mi-Link team freely admit that they had not fully anticipated quite how tightly controlled roadside vegetation has to be for their autonomous buses to work, and sometimes on windy days the buses get confused by moving branches, which they regard as hazards. The Connector team also told me that rain sometimes disrupted the sensors on their buses—while tech might be changing rapidly, I do not think that British weather is going to. Also, if potholes frustrate people today, imagine the outcry if the faded white lines along the side of the road stopped buses altogether. Council maintenance regimes would have to change radically; indeed, they would require a complete overhaul.

Then there is the question of the highway code. The current one was obviously written for human beings, for our reaction times and our capacity to make judgments in complex situations. I am sure there will have to be an update of the highway code and that it will have to be more than just a basic legal update; there will need to be an entirely conceptual update. Does the Minister envisage that we will need two sets of rules, one for human drivers, and one for the robo-buses of the future?

Finally, I turn to cost. Large-scale commercial deployment will mainly rest on cost. The main cost saving with autonomous vehicles is on driver hours, although a human being must still be present under current legislation, of course. I note that the Scottish trial between Edinburgh and Fife’s park-and-ride system seems to have met many of its technical goals. The problem was that, as with many other kinds of buses, the buses in this trial did not attract enough passengers. As we all know, buses outside London have bit of an image problem and many people who could use buses do not use them, not because of the service itself, but because of the perception.

As the Minister knows, it has always been my mission to get more fare-paying and probably middle-class passengers on to buses, because increased farebox revenue is the key to sustainable services. However, I wonder whether we need to think more about what autonomous buses of the future will look like, because we seem to be going down two different paths. The ones being deployed in places such as Edinburgh, Oxford and Cambridge look and feel much more like a regular bus or minibus: they have a steering wheel that is moving, albeit no one has to turn it. The Milton Keynes example, which is also being used in Suffolk and in Birmingham at the National Exhibition Centre, has no steering wheel; it is a little shuttle thing that feels a bit more futuristic.

Is this the moment that we could be using to grow passenger numbers? We could attract people who might never in a million years think about catching the bus. It may be that we cannot persuade them to catch a bus, but if it were billed as exciting, technological and futuristic, they might happily get aboard a “zog-pod” or something like that.

Heathrow: National Airports Review

Alex Mayer Excerpts

Wednesday 22nd October 2025 Commons Chamber

[Heidi Alexander]

It will be for the promoters of any future scheme to secure financing for the development. I can reassure the hon. Gentleman that national security always comes first and foremost for this Government, but we are keen to secure international investment so that we can boost UK competitiveness and improve global connectivity. That is central to everything we are trying to do.

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

Regarding the new airports national policy statement, can the Secretary of State clarify whether “airports” is in the plural? If so, will she be looking to change the planning process so that it can take into account the cumulative environmental impact of different airport expansions around the country?

[Heidi Alexander]

The review of the airports national policy statement is site-specific for Heathrow. The other applications I have dealt with for Luton and Gatwick in the past couple of months were dealt with using the “making best use of runways” policy. The ANPS is specific to Heathrow.

Regional Transport Inequality

Alex Mayer Excerpts

Thursday 11th September 2025 Commons Chamber

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

I strongly believe that a regional geography is the right scale to make substantial public transport improvements. That is why I back this Government’s devolution agenda as the right approach to improving transport. The real inequality of the future will not be north versus south or urban versus rural, but between those areas that have well-respected, ambitious mayors and those that do not. For the sake of passengers, I hope that the Government move swiftly to fill in the gaps on the devo map, even if there is not complete consensus.

Inequality in transport is already linked to some extent to governance. In the past, larger areas had passenger transport executives, and that gives them a head start, as more power heads to strategic authorities. I still believe that the Government could go further to encourage the creation of more executive bodies to co-ordinate transport regionally.

I also remain concerned about the highways-transport split. I very much welcome clause 25 of the English Devolution and Community Empowerment Bill, which will allow mayoral combined authorities to take on civil enforcement of traffic contraventions, but we could go further. Fundamentally, the same organisation needs to be responsible for the bus, the bus lane and the bus stop.

We also need to think differently about geography. From the Victorian radial rail network through to modern motorways, there has for too long been an assumption that all roads and rails should lead to London, but we cannot just think north to south; it must be east to west too. That is why I warmly welcome the £2.5 billion commitment to East West Rail to rebalance decades of under-investment in cross-country links. I will continue to call for the expansion of the Luton-Dunstable busway to Leighton Buzzard and on to Bletchley, linking it into East West Rail.

The Minister will be delighted to know that my final question is a train question, rather than a bus question. I am keen to hear from him about plans for Great British Railways within regions. Does he believe that the current Network Rail regions are the right ones to build on as we move to GBR, or does he believe there are other opportunities and shapes other than triangles?

We must always see transport as a driver of growth. In order to build thriving networks, we need a relentless focus on growing passenger numbers, which we can all do, as we know that September is Catch the Bus Month.

Oral Answers to Questions

Alex Mayer Excerpts

Thursday 11th September 2025 Commons Chamber

[Simon Lightwood]

I will meet the hon. Member.

[Alex Mayer (Dunstable and Leighton Buzzard) (Lab)]

T9. Does the Minister agree that extending the Dunstable-Luton busway on to Leighton Buzzard and then Bletchley would be a real boon to more fully link the area into the Oxford-Cambridge growth area?

[Simon Lightwood]

Responsibility for local transport is devolved to local authorities, which are responsible for the operation of their networks, including the extension of busways. The Government are committed to the Ox-Cam growth corridor. Lord Vallance has been tasked with exploring options on how best to deliver economic growth in that area.